Articulated truck/trailer combination: second cargo unit coupling mechanism

ABSTRACT

In a cargo-carrying vehicle having a power unit, a first cargo-carrying unit releasably affixed to the power unit, the first cargo-carrying unit not being pivotal on the power unit, and a second cargo-carrying unit releasably and pivotally connected to the first cargo-carrying unit, wherein the improvement comprises: 
     a drawbar affixed to said cargo-carrying unit; 
     an eye affixed to a free end of said drawbar; 
     a safety hook connected to said drawbar; 
     a chassis affixed to said first cargo-carrying unit; 
     a ring affixed to said chassis and adapted to receive said safety hook; and 
     a coupler affixed to said chassis and adapted to engage said eye.

This is a continuation of application Ser. No. 001,057 filed Jan. 7,1987, now abandoned.

SCOPE OF THE INVENTION

These inventions are related to improvements in a cargo-carryingvehicle. The specific cargo-carrying vechicle comprises: a power unit; afirst cargo-carrying unit releasably affixed to the power unit, but notpivotal on the power unit; and a second cargo-carrying unit which isreleasably and pivotally connected to the first cargo-carrying unit.

BACKGROUND OF THE INVENTION

The present inventions are a result of further research and developmentof the "Articulated Truck/Trailer Combination" set forth in U.S. Pat.No. 4,475,740 which is assigned to the assignee to the above-identifiedinventions and incorporated herein by reference.

The most significant problem in the design of the U.S. Pat. No.4,475,740 truck/trailer combination is the failure of the drawbar whichconnects the second cargo-carrying unit to the first cargo-carryingunit. Specifically, the failure of the drawbar was due to the connectionof the drawbar to the floor of the first cargo-carrying unit.Additionally, the power unit and first cargo-carrying unit have beenre-designed to improve the lateral and vertical stability of the entirecombination, so as to assure highway safety.

Other tractor/trailer combinations are known which utilize at least twocargo-carrying bodies and are pivotally connected to each other. Forexample, in U.S. Pat. No. 3,237,966 (Ayers), there is shown acombination of vehicles including a tractor having a trailer bodyrigidly secured thereto by a coupling or hitch so that the body isclosely adjacent the tractor cab, like in a truck. A trailer body isconnected to the truck body by a conventional hitch.

In U.S. Pat. No. 3,484,852 (Norrie et al), there is shown a combinationvehicle comprising a tractor on which a trailer body is secured, asecond trailer is connected to the body of the first trailer, via a towbar and eye.

In U.S. Pat. No. 3,841,511 (Haun), there is shown a combination vehiclecomprising a first modular cargo body releasably secured on the frame ofa tractor and a second similar body mounted on a pair of carriage units.The front carriage unit is connected to the frame of the tractor via adrawbar.

In U.S. Pat. No. 4,303,258 (Davis), there is shown an improved animalcarrier wherein a pick-up truck having an animal enclosure thereon isconnected via a hitch to a trailer. The forwardmost portion of thetrailer includes a pair of doors and a walk ramp which extends from thetrailer to the rear of the pickup truck. Accordingly, the trailer/pickupcombination has a complete walk through cargo space.

In U.S. Pat. No. 3,163,306 (Bennett et al) a multiple unit trailer andcontainers are disclosed. A power unit having a cab mounted on a chassisfront wheel disposed under the cab and rear wheels mounted on thechassis and a fifth wheel located adjacent said rear wheels. A dollyhaving a pair of wheels, a fifth wheel located above the pair of wheels,and a kingpin for engagement with the fifth wheel of the power unit isadapted to receive containers thereon. A second semi-trailer havinglanding gear, rear wheels located at the rearward most end of saidtrailer and a kingpin for engagement with the fifth wheel of said dollyis adapted for receipt of containers thereon. In FIG. 5, landing gear 52for dolly 14 is disclosed. In FIG. 13, tapered plug 75 are disclosed.Tapered plug 75 engage with tapered slots 50 to secure rear semi-trailer16 to truck dolly 14.

SUMMARY OF THE INVENTION

In a cargo-carrying vehicle having a power unit, a first cargo-carryingunit releasably affixed to the power unit, the first cargo-carrying unitnot being pivotal on the power unit, and a second cargo-carrying unitreleasably and pivotally connected to the first cargo-carrying unit,wherein the improvement comprises:

a drawbar affixed to said cargo-carrying unit;

an eye affixed to a free end of said drawbar;

a safety hook connected to said drawbar;

a chassis affixed to said first cargo-carrying unit;

a ring affixed to said chassis and adapted to receive said safety hook;and

a coupler affixed to said chassis and adapted to engage said eye.

The cargo-carrying vehicle described herein maximizes cargo carryingcapacity (volume) while complying with applicable law. DOT allowssemi-trailer's dimensions of 65 ft. front to rear, 13.6 ft. in heightand 102 inches plus 6 millimeters in width. This vehicle providesapproximately 5000 cubic feet of cargo carrying capacity. The largestunit available today (57 foot trailers) provides only about 4200 cubicfeet.

The cargo space of the present invention is easily accessible. The cargocarrying units are provided with doors which allow access between theunits. Rollover plates bridge the gap between the units so that cargocan be loaded and unloaded from the rear of the unit while the units arecoupled. The doors are designed to swing outside the cargo units so thatthe cargo space is completely unobstructed for loading.

The present vehicle, while providing maximum cargo carrying capacity, isvery maneuverable. The present vehicle is superior to "tandem" (ordouble) vehicles which have two points of articulation. The presentvehicle has only a single point of articulation. This feature provides anumber of advantages. First, safety is greatly enhanced becausejack-knifing is discouraged. Second, the turning radius is about 37feet. Third, "off-tracking" is only about 10 feet. "Off-tracking" is thedifference in turning radius between the path of a vehicle's front axlecenterpoint follows during a turn and the path its rear axle centerpointfollows during the turn. Fourth, the vehicle can be backed up, tandem(double) vehicles cannot be backed up. These advantages stem from theunique drawbar design.

The coupling unit for the first cargy carrying unit improves the lateraland vertical stability of the vehicle. The cargo carrying units arestructurally sound.

DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, there is shown in thedrawings a form which is presently preferred; it being understood,however, that this invention is not limited to the precise arrangementsand instrumentalities shown.

FIG. 1 is an elevational view of a preferred embodiment.

FIG. 2 is a top plan view of a preferred embodiment, parts broken awayfor clarity.

FIG. 3 is an enlarged elevational view of a preferred embodiment.

FIG. 4 is an enlarged elevational end view of a preferred embodiment,parts broken away for clarity.

FIG. 5 is an elevational view of a preferred embodiment.

FIG. 6 is an elevational view of a preferred embodiment.

FIG. 7 is a top plan view of a preferred embodiment.

FIG. 8 is an isometric view of a preferred embodiment, parts beingbroken away for clarity.

FIG. 9 is an elevational view of a preferred embodiment.

FIG. 10 is an enlarged top plan view of a preferred embodiment, partsbeing broken away for clarity.

FIG. 11 is an enlarged sectional view taken generally along lines 11--11of FIG. 10.

FIG. 12 is an enlarged elevational view of a preferred embodiment.

FIG. 13 is an elevational view of a preferred embodiment.

FIG. 14 is a rear elevational view of the preferred embodiment.

FIG. 15 is an enlarged top plan view of a preferred embodiment, partsbeing broken away for clarity.

FIG. 16 is an elevational view of a preferred embodiment.

FIG. 17 is an enlarged top plan view of a preferred embodiment.

FIG. 18 is a sectional view of a preferred embodiment, parts beingbroken away for clarity.

FIG. 19 is an elevational view of a preferred embodiment.

FIG. 20 is a sectional view taken generally along lines 20--20 in FIG.19.

FIG. 21 is a sectional view taken generally along lines 21--21 in FIG.20.

FIG. 22 is a sectional view taken generally along lines 22--22 in FIG.19.

FIG. 23 is a sectional view taken generally along lines 23--23 in FIG.22.

DETAILED DESCRIPTION OF THE INVENTION

Referring to the drawings wherein like numerals indicate like elements,there are shown in the figures preferred embodiments of the presentinventions.

Generally

Referring generally to FIG. 1, the preferred embodiment of thearticulated tractor/trailer combination 10 is illustrated (landing gearnot shown). A power unit 12 comprises a cab 14 mounted on a frame 18.Front wheels 16 are mounted to frame 18 in a conventional manner, andare located below and adjacent the cab 15. Rear wheels 20 are mounted toframe 18 in a conventional manner and are located adjacent to rear mostend of the frame 18. Cab 14 is shown as "a cab over engine"-type design,but these inventions are not limited to that design.

A first cargo unit 22 is coupled to the power unit 12 in a manner whichwill be described in greater detail below. First cargo unit 22 isclosely spaced to cab 14 and is not permitted to pivot on power unit 12.First cargo unit 22 includes at least one axle/wheel set 24 which ispermanently mounted thereto. Those skilled in the art will understandthat more than one axle/wheel set may be required depending upon theload carried by the first cargo unit. First cargo unit 22 includes firstcargo unit doors 26. Doors 26 will be described in further detail below.

A second cargo unit is coupled to the wheel carrier 24 of first cargounit 22. The coupling mechanism 38 will be described in greater detailbelow. Second cargo unit 28 includes forward doors 30 and rearward doors32. The construction of forward doors 30 will be described in greaterdetail below. Rearward doors 32 are conventional. Second cargo unit 28includes rigidly affixed second cargo axle/wheel set 34. Those skilledin the art will realize that the twin axle/wheel set shown may compriseany number of axles and wheels depending upon the load carried by unit28. Each cargo unit may have an interior height of up to 124 inches.

A drawbar 38 is rigidly affixed to the forward end of second cargo unit28. At the forward-most end of drawbar 36 is a portion of second cargounit coupling mechanism 38. The drawbar 36 and coupling mechanism 38will be described in greater detail below.

The Drawbar

Referring to FIGS. 1-4, the construction of drawbar 36 is disclosed.Drawbar 36 preferably comprises two lateral members 42 which areanchored at one end to cargo unit 28 and extend forwardly of said unit28 and terminate at an apex. Drawbar 36, when viewed from the top planview (see FIG. 2), is V-shaped. Drawbar 36, when viewed from the sideelevation view (FIG. 3), includes an elongated, forward section or"tongue", a contoured or curved section, and a flared, upwardlyextending section. The length of the tongue and curved section iscritical and is preferably between about 84 3/16 inches and 971/4inches. The draw bar is symmetrical. Lateral members 42 have an"I"-shaped vertical cross section.

To overcome the failure problem of the drawbar disclosed in U.S. Pat.No. 4,475,740, the lateral members 42 have been rigidly anchored to theforwardmost cross members 40 of the second cargo unit 28. Cross members40 are typically box beams which extend across the width of the secondcargo unit 28. The lateral terminal ends of cross members 40 are rigidlyanchored to tie plates 46. Tie plates 46 may run along the entire lengthof the second cargo unit 28. The rigid connections between the rearwardend of members 42, the cross members 40, and the tie plates 46 allowsthe distribution of the load in second cargo unit 28, thus significantlyreducing failure of the drawbar 36.

Preferably, a bolster 48 is located below and adjacent the forward mostedge of unit 28. Preferably, a pair of struts 44 are affixed betweendrawbar members 42.

First Cargo Unit Coupling Mechanism

Referring to FIGS. 5-8, the first cargo unit 22 coupling mechanism isillustrated. The first cargo unit 22 is releasably affixed to power unit12. Unit 22 is not permitted to pivot on the power unit 12. Accordingly,cargo unit 22 may be closely spaced to the rear wall of cab 14.

Forward and rear landing gear 50 and 52 are disposed on the first unit22, respectively. Power unit 12 is shown coupled to the first cargo unit22. See FIG. 5.

In FIG. 6, landing gears 50 and 52 are shown in their lowered ordeployed position, with power unit 12 disengaged from first cargo unit22. A kingpin 54 is rigidly affixed, in a conventional manner, to saidsecond cargo unit as shown in FIG. 6.

Referring to FIGS. 7 and 8, the first cargo unit coupling mechanism isexplained. A fifth wheel 56 is fixedly mounted and flush with frame 18.Preferably, the fifth wheel 56 is about 35 inches off the ground whichis lower than conventional fifth wheels. Fifth wheel 56 is adapted forreleasable engagement with kingpin 54. Fifth wheel 56 may include anystandard latching mechanism which is well-known to those of ordinaryskill in the art.

A female coupling unit 59 is rigidly affixed to frame 18, in anyconventional manner, at the rearwardmost end of the power unit 12.

Preferably, the female coupling unit comprises a pair of femaleconnectors 62 (typically tubes) rigidly mounted in a connector plate 60.Weldments 64 are located at the lateral ends of the connector plate 60.Weldments 64 are provided for welding the connector plate to frame 18. Aconnector plate weldment 58 is horizontally disposed across lateral boxmembers of frame 18. As can be appreciated from the above description,the female coupling unit must be securely affixed to the frame 18 of thepower unit 12.

A male coupling unit 69 of the first cargo unit connecting mechanism isrigidly affixed to the first cargo unit wheel chassis 72. Wheel chassis72 is rigidly affixed to cargo unit 22 is a conventional manner. A maleconnector plate 68 is rigidly affixed to the chassis 72 in aconventional manner. Weldments 70 are affixed at the lateral ends ofplate 68 for securing plate 68 to chassis 72.

A pair of male connectors 66 are horizontally mounted upon plate 68 andare adapted for engagement with the pair of female connectors 62.

The combination of kingpin 54 engaged and latched into place on fifthwheel 56 and the male connector 66 engaged with female connector 62rigidly affixes the first cargo unit 22 to the power unit 12.

To engage or disengage the power unit 12 from the first cargo unit 22requires that the power unit be provided with an air suspension system(not shown) which allows the raising and lowering of frame 18. Such anair suspension system is well known to those of ordinary skill in theart. Landing gear 50, 52 of unit 22 is placed in its lowered positionand is jacked up to raise unit 22 above its normal riding level on frame18. The power unit 12 is backed under the unit 22 when it is in itslowermost position as provided by the air suspension system. Immediatelyprior to engagement, the power unit is raised, and the first cargo unitis lowered. Then, the male connectors 66 are inserted in the femaleconnectors 62 and kingpin 54 engages fifth wheel 56. Kingpin 56 islatched within fifth wheel 56 thus completing the attachment of cargounit 22 to power unit 12. Uncoupling is performed in a reverse manner.

Second Cargo Unit Coupling Mechanism

Referring to FIGS. 9-12, the second cargo unit coupling mechanism 38 isillustrated.

Eye 74 is rigidly mounted at the apex of drawbar 36. An eye mountingplate 80 is disposed between eye 74 and members 42 of the drawbar 36.Eye 74 may be mounted by a plurality of bolts 74. See FIG. 11.

A ring mounting 78 is securely affixed to said drawbar 36 in aconventional manner. A safety ring 76 is rigidly affixed to the mounting78. A link 90 is permanently engaged with ring 76, a second link 90which is affixed to first link 90 is engaged with a hook ring 88. Hookring 88 is rigidly affixed to a safety hook 84. Safety hook 84 includesa latch 86. Hook 84 is adapted for engagement with a eye hook or ring92. Eye hook or ring 92 is rigidly affixed to a mounting plate 83.Mounting plate 93 is rigidly affixed to mounting 82.

Mounting 82 is rigidly affixed to a torsional tube 100. Torsional tube100 having an axis is rigidly affixed to first cargo unit chassis 72.Preferably, torsional tube 100 has half-inch wall and an 8 inch O.D. andis able to withstand 70,000 to 80,000 kip's. Torsional tube 100 isoptional in the present invention. The torsional tube flexes to supportthe load of the second cargo unit in a manner known in the torsionaltube art. More specifically, the torsional tube twists about its axis,as required, to provide a non-rigid coupling between the first andsecond cargo units.

A coupler mounting plate 106 is secured between mountings 82 which arerigidly affixed to the torsional tube 100. As shown in FIGS. 3, 10 and12, the mountings 82 extend generally vertically and radially outwardlyfrom the torsional tube 100 for coupling the drawbar 36 to the torsionaltube 100 at a location which is generally vertically downwardlydisplaced from its axis. As can be seen when viewing FIGS. 3, 10 and 12together, due to the location of the mountings 82 with respect to thetorsional tube 100, generally horizontal movement of the drawbar 36results in an angular moment being applied to the torsional tube 100through mountings 82 which in turn causes the torsional tube to twistabout its axis in a manner well known in the torsional art. Coupler 94is rigidly mounted to plate 106 in a known manner. Coupling 94 isadapted for releasably engaging eye 74. Preferably, hydraulic and/orpneumatic connections 96 and electrical connections 98 may be secured onmounting 82. These connections are provided to supply the necessaryhydraulic air and electrical power to the second cargo unit 28.

The second cargo unit coupling mechanism 38 is rigidly mounted to thechassis 72 of the first cargo unit. A portion of the first cargo unitcoupling mechanism is rigidly mounted to chassis 72. Accordingly, loadsfrom the second cargo unit are distributed through the first unitchassis 72 and power unit frame 18.

In U.S. Pat. No. 4,475,470, it is suggested that the coupling point beanchored to the floor of the first cargo unit.

The Folding Doors

Referring to FIGS. 13-15, the preferred embodiment of the folding doorsare illustrated.

The distance between first cargo unit 22 and second cargo unit 28 isbetween approximately 18 to 24 inches. The folding door 26 at therearward end of unit 22 and the folding door 30 at the forwardmost endof second cargo unit 28 must be capable of being opened when secondcargo unit 28 is connected to first cargo unit 22.

Referring to FIG. 14, door 26 or 30 is disclosed in detail. Each doorunit includes a right and left half. Each half comprises a narrow outerpanel 108 and an inner panel 110. Each half is affixed to the truck bodyby a plurality of external hinges 112. The outer panel 108 is pivotlymounted to the inner panel 110 by a continuous hinge 114 which isinternally mounted and runs the length of the door. A plurality of levellocks 116 are externally mounted to panel 110. Lever locks 116 are wellknown to those skilled in the art.

The width of panel 108 is slightly less than the distance between unit22 and 28. See FIG. 15. Thus, when either door 26 or 30 need be open,the inner panel may be swung towards the side wall of the cargo unit,and the outer panel may be swung away from the opening. Thus, cargo maybe loaded from the rear end of the second unit 28 completely through tothe forward end of the first unit 22. Additionally, this doorconstruction allows the door halves to be folded through the gap betweenunits 22, 28.

The Rollover Plates

Referring to FIGS. 16-18, rollover plates 118 are shown. Rollover plates118 are required to bridge the gap between cargo units 22 and 28.Rollover plates 118 are removably mountable between units 22 and 28.Preferably, a pair of rollover plates 118 are provided. See FIG. 17.Only one rollover plate 118 will be described in detail.

A surface plate 120, which preferably has a non-skid upper surface, isprovided with a sufficient length to bridge the gap between unit 22 and28 and overlap the floors of the cargo units. Rigidly affixed beneathplate 120 are a plurality of support members 122. Each support member 22is provided for strengthening plate 120. Preferably, a cross member 124is provided at the rearwardmost end of the first cargo unit 22. Crossmember 124 includes a plurality of slots 126 cut therethrough. At oneedge of plate 120 are provided a plurality of arcuate tongue 128. Eachtongue 128 is adapted for pivotal engagement with slot 120. Rolloverplates 118 are inserted and removed from first cargo unit 22 as shown inFIG. 18. Rollover plates 118 may be stored within unit 22.

The Landing Gear

Referring to FIGS. 19-23, the preferred landing gear is illustrated.

FIGS. 20 and 21 illustrate the landing gear which is preferably used atthe forwardmost end of the first cargo unit 22. The landing gear isanchored adjacent to cross members 130. A pair of support plates 134 arefixedly mounted to the underside of cargo unit 22. Plates 134 areprovided with a slot through which a pivot rod 132 may be placed.Furthermore, a storage hole 136 is located below pivot rod 132 and adeployment hole 136 is located horizontally spaced from said pivot rod132. Holes 136 and 138 may receive a pin 140 which locks the landinggear in a storage or deploment position.

An arm 142 is pivotally mounted between plates 134. In FIG. 20, arm 142is in the deployed position (solid lines) and is parallel to the ground.At the terminal end of arm 42, a leg 144 is rigidly affixed thereto at aright angle to arm 142. Affixed to either side of leg 144 are a pair ofsupport members 146. Support members 146 are provided to increase thestrength of the leg. An extendable leg 152 is telescoped within leg 144.A foot 154 is affixed to the lowestmost end of extendable leg 152.Extendable leg 152 is adapted for reciprocal movement within leg 144 andis actuated by a crank 148. Such cranking mechanisms are well-known tothose with ordinary skill in the art. Though manual operation of thecrank is illustrated, the cranking operation can be performed by othermeans such as hydraulic or pneumatic pressure cylinders. A storage clasp150 is provided on support member 146 so that the crank can be storedwhen not used.

Referring to FIGS. 22 and 23, the landing gear located at the rearmostend of the first cargo unit 22 is illustrated.

The landing gear is supported on the undersurface of storage unit 22between cross members 130. A pair of support plates 158 is provided witha hole for receipt of a pivot rod 156. A second hole 159 is providedthrough the plates for receipt of a securing pin 160. Securing pin 160anchors the leg in a storage position (phantom line in FIG. 23). Betweenplates 158 are provided a pair of tabs 168 which limit the movement of aleg 162. Leg 162 is pivotally mounted between support plates 158. Anextendable leg 164 is telescoped within leg 162. A foot 166 is locatedat the lowermost end of extendable leg 164. Extendable leg 164 is raisedand lowered by manipulating crank 148. Crank 148 operates in a knownmanner. A clasp 150 is provided on leg 162 to secure the crank 148 in astored position.

The present invention may be embodied in other specific forms withoutdeparting from the spirit or essential attributres thereof and,accordingly, reference should be made to the appended claims, ratherthan to the foregoing specification, as indicating the scope of theinvention.

I claim:
 1. A cargo-carrying vehicle comprising:a power unit; a firstcargo-carrying unit releasably mounted on the power unit, the firstcargo-carrying unit having a chassis and a torsional tube rigidlyaffixed to the chassis, the torsional tube having an axis; a secondcargo-carrying unit having a drawbar affixed thereto, the drawbar havingone end extending from the second cargo-carrying unit, the drawbarincluding an eye affixed to the one end thereof and safety hookconnected thereto; and means, including a mounting rigidly affixed tothe torsional tube and extending generally vertically and radiallyoutwardly from the torsional tube, the mounting including first andsecond generally parallel spaced arm members surrounding and rigidlyaffixed to the torsional tube and extending downwardly therefrom, aplate secured to the downwardly extending portion of each of the armmembers, a coupler rigidly affixed to the plate for receiving the eye onthe drawbar and a ring member affixed to the plate for receiving thesafety hook, for releasably and pivotally coupling the one end of thedrawbar to the torsional tube at a location displaced form the axis ofthe torsional tube, the torsional tube twisting about its axis, asrequired, in response to generally horizontal movement of the one end ofthe drawbar to provide a non-rigid coupling of the second cargo-carryingunit to the first cargo-carrying unit.